Communication system for a vehicle comprising a dual channel rotary joint coupled to a plurality of interface waveguides for coupling electromagnetic signals between plural communication chips

ABSTRACT

A vehicle having a communication system is disclosed. The system includes two electrical couplings, coupled by way of a rotary joint. Each electrical coupling includes an interface waveguide configured to couple to external signals. Each electrical coupling also includes a waveguide section configured to propagate electromagnetic signals between the interface waveguide and the rotary joint. Additionally, the rotary joint is configured to allow one electrical coupling to rotate with respect to the other electrical coupling. An axis of rotation of the rotary joint is defined by a center of a portion of the waveguides. Yet further, the rotary joint allows electromagnetic energy to propagate between the waveguides of the electrical couplings.

BACKGROUND

Unless otherwise indicated herein, the materials described in thissection are not prior art to the claims in this application and are notadmitted as prior art by inclusion in this section.

Vehicles can be configured to operate in an autonomous mode in which thevehicle navigates through an environment with little or no input from adriver. Such autonomous vehicles can include one or more sensors thatare configured to detect information about the environment in which thevehicle operates. The vehicle and its associated computer-implementedcontroller use the detected information to navigate through theenvironment. For example, if the sensor(s) detect that the vehicle isapproaching an obstacle, as determined by the computer-implementedcontroller, the controller adjusts the vehicle's directional controls tocause the vehicle to navigate around the obstacle.

One such sensor is a light detection and ranging (LIDAR) device. A LIDARactively estimates distances to environmental features while scanningthrough a scene to assemble a cloud of point positions indicative of thethree-dimensional shape of the environmental scene. Individual pointsare measured by generating a laser pulse and detecting a returningpulse, if any, reflected from an environmental object, and determiningthe distance to the reflective object according to the time delaybetween the emitted pulse and the reception of the reflected pulse. Thelaser, or set of lasers, can be rapidly and repeatedly scanned across ascene to provide continuous real-time information on distances toreflective objects in the scene. LIDAR, and other sensors, may createlarge amounts of data. It may be desirable to communicate this data, ora variant of this data, to various systems of the vehicle.

SUMMARY

Disclosed are electrical devices that may be used for the communicationof signals to and from the various sensors of the vehicle. For example,one or more sensors may be mounted on the roof of the vehicle, such asin a sensor dome. During the operation of the sensor, the sensor may berotated, such as by way of being mounted on a rotating platform.Although the sensor and platform are rotating, it may be desirable forthe sensor to be in data communication with components on the vehicle.Therefore, it may be desirable to have a system to communicate signalsbetween the rotating sensor and the vehicle reliably.

Some embodiments of the present disclosure provide a vehicle. Thevehicle includes two electrical couplings, coupled by way of a rotaryjoint. Each electrical coupling includes an interface waveguideconfigured to couple to external signals. Each electrical coupling alsoincludes a waveguide section configured to propagate electromagneticsignals between the interface waveguide and the rotary joint.Additionally, the rotary joint is configured to allow one electricalcoupling to rotate with respect to the other electrical coupling. Anaxis of rotation of the rotary joint is defined by a center of a portionof the waveguide sections. Yet further, the rotary joint allowselectromagnetic energy to propagate between the waveguide sections ofthe electrical couplings.

Some embodiments of the present disclosure provide a method. A methodincludes coupling an electromagnetic signal into a first interfacewaveguide. The method also includes coupling the electromagnetic signalfrom the first interface waveguide into a first waveguide section. Themethod further includes coupling the electromagnetic signal from thefirst waveguide section to a second waveguide section by way of a rotaryjoint. Additionally, the method includes coupling the electromagneticsignal from the second waveguide section to a second interfacewaveguide. Yet further, the method includes coupling the electromagneticsignal out of the second interface waveguide.

Some embodiments of the present disclosure provide a communicationsystem. The communication system includes a rotary joint. Additionally,the communication system includes a first electrical coupling. The firstelectrical coupling includes a first plurality of interface waveguidesconfigured to couple to external signals. The first electrical couplingalso includes a first waveguide section configured to propagateelectromagnetic signals between the first plurality of interfacewaveguides and the rotary joint. Additionally, the first electricalcoupling includes a first septum configured to (i) launchelectromagnetic signals into the first waveguide section and (ii)selectively couple electromagnetic signals from the first waveguidesection into a particular interface waveguide of the first plurality ofinterface waveguides based on a respective mode of the electromagneticsignals such that different modes are coupled into different interfacewaveguides. The communication system also includes a second electricalcoupling. The second electrical coupling includes a second plurality ofinterface waveguides configured to couple to external signals. Thesecond electrical coupling also includes a second waveguide sectionconfigured to propagate electromagnetic signals between the secondplurality of interface waveguides and the rotary joint. Additionally,the second electrical coupling includes a second septum configured to(i) launch electromagnetic signals into the second waveguide section and(ii) selectively couple electromagnetic signals from the secondwaveguide section into a particular interface waveguide of the secondplurality of interface waveguides based on a respective mode of theelectromagnetic signals from the second waveguide section such thatdifferent modes are coupled into different interface waveguides, wherethe rotary joint is configured to allow the first electrical coupling torotate with respect to the second electrical coupling, wherein an axisof rotation is defined by a center of a portion of the waveguides, andwhere the rotary joint allows electromagnetic energy to propagatebetween the first waveguide section of the first electrical coupling andthe second waveguide section of the second electrical coupling.

These as well as other aspects, advantages, and alternatives, willbecome apparent to those of ordinary skill in the art by reading thefollowing detailed description, with reference where appropriate to theaccompanying drawings.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a functional block diagram depicting aspects of an exampleautonomous vehicle.

FIG. 2 depicts exterior views of an example autonomous vehicle.

FIG. 3 illustrates an example waveguide system.

FIG. 4A illustrates an example microchip having an antenna.

FIG. 4B illustrates an example microchip having two antennas.

FIG. 5 illustrates an example septum of a waveguide.

FIG. 6 illustrates another example waveguide system.

FIG. 7 illustrates an example method.

DETAILED DESCRIPTION

I. Overview

It can be desirable to provide communication of signals to and from thevarious sensors of the vehicle. For example, one or more sensors may bemounted on the roof of the vehicle. During the operation of the sensor,the sensor may be rotated (e.g., 360°) about a vertical axis, such as byway of being mounted on a rotating platform. Although the sensor andplatform are rotating, it may be desirable for the sensor to be in datacommunication with components on the vehicle. Therefore, it may bedesirable to have a system that can reliably communicate signals betweenthe rotating sensor and the vehicle.

The rotation of the platform device may present challenges intransmitting communications to, and receiving communications from therespectively rotatable sensor. In particular, it may be undesirable touse cables to transmit communications to, and/or receive communicationsfrom the rotatable sensor, because, for example, the cables may sufferdamage (e.g., due to friction) or become entangled during the rotationof the rotatable sensor.

Disclosed are contactless electrical couplings configured to transmitcommunications to, and receive communications from a rotatable sensor.The contactless electrical couplings may include a vehicle electricalcoupling configured to be mounted on a vehicle and a sensor-sideelectrical coupling electrically coupled to a rotatable sensor. Thecontactless electrical couplings may be configured to communicateradio-frequency communications. In some examples, the radio-frequencycommunications may take the form of electromagnetic energy having awavelength between 50 and 100 Gigahertz (GHz). In various otherexamples, the electromagnetic energy may have different frequencies.

The vehicle-side electrical coupling may include (i) at least onecommunication chip, (ii) at least one interface waveguide, (iii) a firstseptum, and (iv) a first waveguide section. Similarly, the sensor-sideelectrical coupling may include (i) at least one communication chip,(ii) at least one interface waveguide, (iii) a second septum, and (iv) asecond waveguide section. In order to transmit communications betweenthe two sections, the two waveguide sections may form a rotary joint.

Herein, a “rotary joint” may refer to a mechanism (or lack thereof) thatenables one section of the waveguide to rotate with respect to the othersection, and also enables electromagnetic energy to propagate down thelength of the waveguide between the two sections, without resulting inany undesirable loss. In essence, the rotary joint electrically couplesthe two waveguide sections. In some examples, the rotary joint may takethe form of an air gap (e.g., an air gap between respective ends of thewaveguide sections equaling approximately 2 millimeters (mm)). Inpractice, one portion of the present waveguide system may be mounted tothe vehicle while the other portion is mounted to the sensor unit. Whenthe sensor unit is mounted the vehicle, the two portions of thewaveguide may be brought proximate to each other, forming the air gap.During the operation of the waveguide system, vibrations and therotation of the sensor units may cause the spacing of the air gap andthe alignment of the waveguide sections to change. The present systemallows for some movement of the two waveguide sections with respect toone another, while maintaining functionality.

As another example, the rotary joint may take the form of a dielectricwaveguide or other component configured to couple between two waveguidesections and support rotation of one or both sections around a verticalaxis or axes. In such examples, the dielectric waveguide or othercomponent may be configured to align the two sections (e.g., alignedsuch that the same vertical axis passes through the centers of bothsections). However, in these and other examples, there may be scenariosin which the two sections might not be aligned. For instance, thewaveguide system may reliably operate with the two centers having amisalignment up to a maximum of approximately 1 mm, or perhaps anothermaximum in a different implementation.

The waveguide sections may take various forms. In some embodiments, forinstance, the waveguide sections may be circular waveguide sections, oranother type of curved waveguide sections. In other embodiments, thewaveguide sections may be square waveguide sections, rectangularwaveguide sections, or another type of polygonal-shaped waveguidesections. Other waveguide section shapes are possible as well.

When the two sections are aligned, the rotation of one waveguide sectionwith respect to the other may be rotation around a central axis of thewaveguide. However, in some implementations, one section may rotate withrespect to the other section without the two sections being aligned.Although the present system will be described as having a vehicle sideand a sensor side, in practice, the system may be reciprocal. Areciprocal system will behave similarly when operating forward andbackward. Therefore, the terms vehicle side, sensor side, transmission,and reception may be used interchangeably in various examples.

During the operation of the waveguide system, an electromagnetic signalmay be created by a communication chip. The communication chip mayinclude an integrated antenna. This antenna transmits theelectromagnetic signal outside of the chip. This transmitted signal maybe coupled into an interface waveguide. The interface waveguide may bedesigned to efficiently couple signals to and from the communicationchip. The interface waveguide may be further configured to couple theelectromagnetic signal into a waveguide. The waveguide may include aseptum configured to launch a propagation mode in the waveguide. Thepropagation mode may cause the electromagnetic signal to propagate downthe length of a waveguide. The waveguide may have two sections coupledby a rotary joint.

After the electromagnetic energy crosses the rotary joint, it mayencounter a second septum. The second septum may cause the propagationmode to couple the electromagnetic energy into a second interfacewaveguide. The second interface waveguide may couple the electromagneticenergy out of the second interface waveguide into an antenna locatedwithin another communication chip. Therefore, the two communicationchips may be in communication with each other by way of the rotary jointand the waveguides. The present system may have high isolation betweenthe input ports of the various interface waveguides. In practice, if asignal is injected into first interface waveguide of the vehicle side(or the sensor side), the other interface waveguide on the same sidewill see none of (or a very small percentage) of the signal injectedinto the interface waveguide. Thus, there is a very small ornon-existent signal “spillover” from one interface waveguide to theother interface waveguide on the same side of the rotary joint.

An example autonomous vehicle is described below in connection withFIGS. 1-2, while an example rotatable waveguide system is describedbelow in connection with FIGS. 3-7.

II. Example Autonomous Vehicle System

In example embodiments, an example autonomous vehicle system may includeone or more processors, one or more forms of memory, one or more inputdevices/interfaces, one or more output devices/interfaces, andmachine-readable instructions that when executed by the one or moreprocessors cause the system to carry out the various functions, tasks,capabilities, etc., described above.

Example systems within the scope of the present disclosure will bedescribed in greater detail below. An example system may be implementedin, or may take the form of, an automobile. However, an example systemmay also be implemented in or take the form of other vehicles, such ascars, trucks, motorcycles, buses, boats, airplanes, helicopters, lawnmowers, earth movers, boats, snowmobiles, aircraft, recreationalvehicles, amusement park vehicles, farm equipment, constructionequipment, trams, golf carts, trains, and trolleys. Other vehicles arepossible as well.

FIG. 1 is a functional block diagram illustrating a vehicle 100according to an example embodiment. The vehicle 100 is configured tooperate fully or partially in an autonomous mode, and thus may bereferred to as an “autonomous vehicle.” For example, a computer system112 can control the vehicle 100 while in an autonomous mode via controlinstructions to a control system 106 for the vehicle 100. The computersystem 112 can receive information from one or more sensor systems 104,and base one or more control processes (such as setting a heading so asto avoid a detected obstacle) upon the received information in anautomated fashion.

The autonomous vehicle 100 can be fully autonomous or partiallyautonomous. In a partially autonomous vehicle some functions canoptionally be manually controlled (e.g., by a driver) some or all of thetime. Further, a partially autonomous vehicle can be configured toswitch between a fully-manual operation mode and a partially-autonomousand/or a fully-autonomous operation mode.

The vehicle 100 includes a propulsion system 102, a sensor system 104, acontrol system 106, one or more peripherals 108, a power supply 110, acomputer system 112, and a user interface 116. The vehicle 100 mayinclude more or fewer subsystems and each subsystem can optionallyinclude multiple components. Further, each of the subsystems andcomponents of vehicle 100 can be interconnected and/or in communication.Thus, one or more of the functions of the vehicle 100 described hereincan optionally be divided between additional functional or physicalcomponents, or combined into fewer functional or physical components. Insome further examples, additional functional and/or physical componentsmay be added to the examples illustrated by FIG. 1.

The propulsion system 102 can include components operable to providepowered motion to the vehicle 100. In some embodiments, the propulsionsystem 102 includes an engine/motor 118, an energy source 119, atransmission 120, and wheels/tires 121. The engine/motor 118 convertsenergy source 119 to mechanical energy. In some embodiments, thepropulsion system 102 can optionally include one or both of enginesand/or motors. For example, a gas-electric hybrid vehicle can includeboth a gasoline/diesel engine and an electric motor.

The energy source 119 represents a source of energy, such as electricaland/or chemical energy, that may, in full or in part, power theengine/motor 118. That is, the engine/motor 118 can be configured toconvert the energy source 119 to mechanical energy to operate thetransmission. In some embodiments, the energy source 119 can includegasoline, diesel, other petroleum-based fuels, propane, other compressedgas-based fuels, ethanol, solar panels, batteries, capacitors,flywheels, regenerative braking systems, and/or other sources ofelectrical power, etc. The energy source 119 can also provide energy forother systems of the vehicle 100.

The transmission 120 includes appropriate gears and/or mechanicalelements suitable to convey the mechanical power from the engine/motor118 to the wheels/tires 121. In some embodiments, the transmission 120includes a gearbox, a clutch, a differential, a drive shaft, and/oraxle(s), etc.

The wheels/tires 121 are arranged to stably support the vehicle 100while providing frictional traction with a surface, such as a road, uponwhich the vehicle 100 moves. Accordingly, the wheels/tires 121 areconfigured and arranged according to the nature of the vehicle 100. Forexample, the wheels/tires can be arranged as a unicycle, bicycle,motorcycle, tricycle, or car/truck four-wheel format. Other wheel/tiregeometries are possible, such as those including six or more wheels. Anycombination of the wheels/tires 121 of vehicle 100 may be operable torotate differentially with respect to other wheels/tires 121. Thewheels/tires 121 can optionally include at least one wheel that isrigidly attached to the transmission 120 and at least one tire coupledto a rim of a corresponding wheel that makes contact with a drivingsurface. The wheels/tires 121 may include any combination of metal andrubber, and/or other materials or combination of materials.

The sensor system 104 generally includes one or more sensors configuredto detect information about the environment surrounding the vehicle 100.For example, the sensor system 104 can include a Global PositioningSystem (GPS) 122, an inertial measurement unit (IMU) 124, a RADAR unit126, a laser rangefinder/LIDAR unit 128, a camera 130, and/or amicrophone 131. The sensor system 104 could also include sensorsconfigured to monitor internal systems of the vehicle 100 (e.g., O₂monitor, fuel gauge, engine oil temperature, wheel speed sensors, etc.).One or more of the sensors included in sensor system 104 could beconfigured to be actuated separately and/or collectively in order tomodify a position and/or an orientation of the one or more sensors.

The GPS 122 is a sensor configured to estimate a geographic location ofthe vehicle 100. To this end, GPS 122 can include a transceiver operableto provide information regarding the position of the vehicle 100 withrespect to the Earth.

The IMU 124 can include any combination of sensors (e.g., accelerometersand gyroscopes) configured to sense position and orientation changes ofthe vehicle 100 based on inertial acceleration.

The RADAR unit 126 can represent a system that utilizes radio signals tosense objects within the local environment of the vehicle 100. In someembodiments, in addition to sensing the objects, the RADAR unit 126and/or the computer system 112 can additionally be configured to sensethe speed and/or heading of the objects.

Similarly, the laser rangefinder or LIDAR unit 128 can be any sensorconfigured to sense objects in the environment in which the vehicle 100is located using lasers. The laser rangefinder/LIDAR unit 128 caninclude one or more laser sources, a laser scanner, and one or moredetectors, among other system components. The laser rangefinder/LIDARunit 128 can be configured to operate in a coherent (e.g., usingheterodyne detection) or an incoherent detection mode.

The camera 130 can include one or more devices configured to capture aplurality of images of the environment surrounding the vehicle 100. Thecamera 130 can be a still camera or a video camera. In some embodiments,the camera 130 can be mechanically movable such as by rotating and/ortilting a platform to which the camera is mounted. As such, a controlprocess of vehicle 100 may be implemented to control the movement ofcamera 130.

The sensor system 104 can also include a microphone 131. The microphone131 can be configured to capture sound from the environment surroundingvehicle 100. In some cases, multiple microphones can be arranged as amicrophone array, or possibly as multiple microphone arrays.

The control system 106 is configured to control operation(s) regulatingacceleration of the vehicle 100 and its components. To effectacceleration, the control system 106 includes a steering unit 132,throttle 134, brake unit 136, a sensor fusion algorithm 138, a computervision system 140, a navigation/pathing system 142, and/or an obstacleavoidance system 144, etc.

The steering unit 132 is operable to adjust the heading of vehicle 100.For example, the steering unit can adjust the axis (or axes) of one ormore of the wheels/tires 121 so as to effect turning of the vehicle. Thethrottle 134 is configured to control, for instance, the operating speedof the engine/motor 118 and, in turn, adjust forward acceleration of thevehicle 100 via the transmission 120 and wheels/tires 121. The brakeunit 136 decelerates the vehicle 100. The brake unit 136 can usefriction to slow the wheels/tires 121. In some embodiments, the brakeunit 136 inductively decelerates the wheels/tires 121 by a regenerativebraking process to convert kinetic energy of the wheels/tires 121 toelectric current.

The sensor fusion algorithm 138 is an algorithm (or a computer programproduct storing an algorithm) configured to accept data from the sensorsystem 104 as an input. The data may include, for example, datarepresenting information sensed at the sensors of the sensor system 104.The sensor fusion algorithm 138 can include, for example, a Kalmanfilter, Bayesian network, etc. The sensor fusion algorithm 138 providesassessments regarding the environment surrounding the vehicle based onthe data from sensor system 104. In some embodiments, the assessmentscan include evaluations of individual objects and/or features in theenvironment surrounding vehicle 100, evaluations of particularsituations, and/or evaluations of possible interference between thevehicle 100 and features in the environment (e.g., such as predictingcollisions and/or impacts) based on the particular situations.

The computer vision system 140 can process and analyze images capturedby camera 130 to identify objects and/or features in the environmentsurrounding vehicle 100. The detected features/objects can includetraffic signals, roadway boundaries, other vehicles, pedestrians, and/orobstacles, etc. The computer vision system 140 can optionally employ anobject recognition algorithm, a Structure From Motion (SFM) algorithm,video tracking, and/or available computer vision techniques to effectcategorization and/or identification of detected features/objects. Insome embodiments, the computer vision system 140 can be additionallyconfigured to map the environment, track perceived objects, estimate thespeed of objects, etc.

The navigation and pathing system 142 is configured to determine adriving path for the vehicle 100. For example, the navigation andpathing system 142 can determine a series of speeds and directionalheadings to effect movement of the vehicle along a path thatsubstantially avoids perceived obstacles while generally advancing thevehicle along a roadway-based path leading to an ultimate destination,which can be set according to user inputs via the user interface 116,for example. The navigation and pathing system 142 can additionally beconfigured to update the driving path dynamically while the vehicle 100is in operation on the basis of perceived obstacles, traffic patterns,weather/road conditions, etc. In some embodiments, the navigation andpathing system 142 can be configured to incorporate data from the sensorfusion algorithm 138, the GPS 122, and one or more predetermined maps soas to determine the driving path for vehicle 100.

The obstacle avoidance system 144 can represent a control systemconfigured to identify, evaluate, and avoid or otherwise negotiatepotential obstacles in the environment surrounding the vehicle 100. Forexample, the obstacle avoidance system 144 can effect changes in thenavigation of the vehicle by operating one or more subsystems in thecontrol system 106 to undertake swerving maneuvers, turning maneuvers,braking maneuvers, etc. In some embodiments, the obstacle avoidancesystem 144 is configured to automatically determine feasible(“available”) obstacle avoidance maneuvers on the basis of surroundingtraffic patterns, road conditions, etc. For example, the obstacleavoidance system 144 can be configured such that a swerving maneuver isnot undertaken when other sensor systems detect vehicles, constructionbarriers, other obstacles, etc. in the region adjacent the vehicle thatwould be swerved into. In some embodiments, the obstacle avoidancesystem 144 can automatically select the maneuver that is both availableand maximizes safety of occupants of the vehicle. For example, theobstacle avoidance system 144 can select an avoidance maneuver predictedto cause the least amount of acceleration in a passenger cabin of thevehicle 100.

The vehicle 100 also includes peripherals 108 configured to allowinteraction between the vehicle 100 and external sensors, othervehicles, other computer systems, and/or a user, such as an occupant ofthe vehicle 100. For example, the peripherals 108 for receivinginformation from occupants, external systems, etc. can include awireless communication system 146, a touchscreen 148, a microphone 150,and/or a speaker 152.

In some embodiments, the peripherals 108 function to receive inputs fora user of the vehicle 100 to interact with the user interface 116. Tothis end, the touchscreen 148 can both provide information to a user ofvehicle 100, and convey information from the user indicated via thetouchscreen 148 to the user interface 116. The touchscreen 148 can beconfigured to sense both touch positions and touch gestures from auser's finger (or stylus, etc.) via capacitive sensing, resistancesensing, optical sensing, a surface acoustic wave process, etc. Thetouchscreen 148 can be capable of sensing finger movement in a directionparallel or planar to the touchscreen surface, in a direction normal tothe touchscreen surface, or both, and may also be capable of sensing alevel of pressure applied to the touchscreen surface. An occupant of thevehicle 100 can also utilize a voice command interface. For example, themicrophone 150 can be configured to receive audio (e.g., a voice commandor other audio input) from a user of the vehicle 100. Similarly, thespeakers 152 can be configured to output audio to the user of thevehicle 100.

In some embodiments, the peripherals 108 function to allow communicationbetween the vehicle 100 and external systems, such as devices, sensors,other vehicles, etc. within its surrounding environment and/orcontrollers, servers, etc., physically located far from the vehicle thatprovide useful information regarding the vehicle's surroundings, such astraffic information, weather information, etc. For example, the wirelesscommunication system 146 can wirelessly communicate with one or moredevices directly or via a communication network. The wirelesscommunication system 146 can optionally use 3G cellular communication,such as Code-Division Multiple Access (CDMA), Evolution-Data Optimized(EV-DO), Global System for Mobile communications (GSM)/General PacketRadio Surface (GPRS), and/or 4G cellular communication, such asWorldwide Interoperability for Microwave Access (WiMAX) or Long-TermEvolution (LTE). Additionally or alternatively, wireless communicationsystem 146 can communicate with a wireless local area network (WLAN),for example, using WiFi. In some embodiments, wireless communicationsystem 146 could communicate directly with a device, for example, usingan infrared link, Bluetooth®, and/or ZigBee®. The wireless communicationsystem 146 can include one or more dedicated short-range communication(DSRC) devices that can include public and/or private datacommunications between vehicles and/or roadside stations. Other wirelessprotocols for sending and receiving information embedded in signals,such as various vehicular communication systems, can also be employed bythe wireless communication system 146 within the context of the presentdisclosure.

As noted above, the power supply 110 can provide power to components ofvehicle 100, such as electronics in the peripherals 108, computer system112, sensor system 104, etc. The power supply 110 can include arechargeable lithium-ion or lead-acid battery for storing anddischarging electrical energy to the various powered components, forexample. In some embodiments, one or more banks of batteries can beconfigured to provide electrical power. In some embodiments, the powersupply 110 and energy source 119 can be implemented together, as in someall-electric cars.

Many or all of the functions of vehicle 100 can be controlled viacomputer system 112 that receives inputs from the sensor system 104,peripherals 108, etc., and communicates appropriate control signals tothe propulsion system 102, control system 106, peripherals 108, etc. toeffect automatic operation of the vehicle 100 based on its surroundings.Computer system 112 includes at least one processor 113 (which caninclude at least one microprocessor) that executes instructions 115stored in a non-transitory computer readable medium, such as the datastorage 114. The computer system 112 may also represent a plurality ofcomputing devices that serve to control individual components orsubsystems of the vehicle 100 in a distributed fashion.

In some embodiments, data storage 114 contains instructions 115 (e.g.,program logic) executable by the processor 113 to execute variousfunctions of vehicle 100, including those described above in connectionwith FIG. 1. Data storage 114 may contain additional instructions aswell, including instructions to transmit data to, receive data from,interact with, and/or control one or more of the propulsion system 102,the sensor system 104, the control system 106, and the peripherals 108.

In addition to the instructions 115, the data storage 114 may store datasuch as roadway maps, path information, among other information. Suchinformation may be used by vehicle 100 and computer system 112 duringoperation of the vehicle 100 in the autonomous, semi-autonomous, and/ormanual modes to select available roadways to an ultimate destination,interpret information from the sensor system 104, etc.

The vehicle 100, and associated computer system 112, providesinformation to and/or receives input from, a user of vehicle 100, suchas an occupant in a passenger cabin of the vehicle 100. The userinterface 116 can accordingly include one or more input/output deviceswithin the set of peripherals 108, such as the wireless communicationsystem 146, the touchscreen 148, the microphone 150, and/or the speaker152 to allow communication between the computer system 112 and a vehicleoccupant.

The computer system 112 controls the operation of the vehicle 100 basedon inputs received from various subsystems indicating vehicle and/orenvironmental conditions (e.g., propulsion system 102, sensor system104, and/or control system 106), as well as inputs from the userinterface 116, indicating user preferences. For example, the computersystem 112 can utilize input from the control system 106 to control thesteering unit 132 to avoid an obstacle detected by the sensor system 104and the obstacle avoidance system 144. The computer system 112 can beconfigured to control many aspects of the vehicle 100 and itssubsystems. Generally, however, provisions are made for manuallyoverriding automated controller-driven operation, such as in the eventof an emergency, or merely in response to a user-activated override,etc.

The components of vehicle 100 described herein can be configured to workin an interconnected fashion with other components within or outsidetheir respective systems. For example, the camera 130 can capture aplurality of images that represent information about an environment ofthe vehicle 100 while operating in an autonomous mode. The environmentmay include other vehicles, traffic lights, traffic signs, road markers,pedestrians, etc. The computer vision system 140 can categorize and/orrecognize various aspects in the environment in concert with the sensorfusion algorithm 138, the computer system 112, etc. based on objectrecognition models pre-stored in data storage 114, and/or by othertechniques.

Although the vehicle 100 is described and shown in FIG. 1 as havingvarious components of vehicle 100, e.g., wireless communication system146, computer system 112, data storage 114, and user interface 116,integrated into the vehicle 100, one or more of these components canoptionally be mounted or associated separately from the vehicle 100. Forexample, data storage 114 can exist, in part or in full, separate fromthe vehicle 100, such as in a cloud-based server, for example. Thus, oneor more of the functional elements of the vehicle 100 can be implementedin the form of device elements located separately or together. Thefunctional device elements that make up vehicle 100 can generally becommunicatively coupled together in a wired and/or wireless fashion.

FIG. 2 shows an example vehicle 200 that can include some or all of thefunctions described in connection with vehicle 100 in reference toFIG. 1. In particular, FIG. 2 shows various different views of vehicle200, labeled in FIG. 2 as “Right Side View,” “Front View,” “Back View,”and “Top View.” Although vehicle 200 is illustrated in FIG. 2 as afour-wheel sedan-type car for illustrative purposes, the presentdisclosure is not so limited. For instance, the vehicle 200 canrepresent a truck, a van, a semi-trailer truck, a motorcycle, a golfcart, an off-road vehicle, or a farm vehicle, etc.

The example vehicle 200 includes a sensor unit 202, a wirelesscommunication system 204, a RADAR unit 206, a laser rangefinder unit208, and a camera 210. Furthermore, the example vehicle 200 can includeany of the components described in connection with vehicle 100 ofFIG. 1. The RADAR unit 206 and/or laser rangefinder unit 208 canactively scan the surrounding environment for the presence of potentialobstacles and can be similar to the RADAR unit 126 and/or laserrangefinder/LIDAR unit 128 in the vehicle 100.

The sensor unit 202 is mounted atop the vehicle 200 and includes one ormore sensors configured to detect information about an environmentsurrounding the vehicle 200, and output indications of the information.For example, sensor unit 202 can include any combination of cameras,RADARs, LIDARs, range finders, and acoustic sensors. The sensor unit 202can include one or more movable mounts that could be operable to adjustthe orientation of one or more sensors in the sensor unit 202. In oneembodiment, the movable mount could include a rotating platform thatcould scan sensors so as to obtain information from each directionaround the vehicle 200. In another embodiment, the movable mount of thesensor unit 202 could be moveable in a scanning fashion within aparticular range of angles and/or azimuths. The sensor unit 202 could bemounted atop the roof of a car, for instance, however other mountinglocations are possible. Additionally, the sensors of sensor unit 202could be distributed in different locations and need not be collocatedin a single location. Some possible sensor types and mounting locationsinclude RADAR unit 206 and laser rangefinder unit 208. Furthermore, eachsensor of sensor unit 202 can be configured to be moved or scannedindependently of other sensors of sensor unit 202.

In an example configuration, one or more RADAR scanners (e.g., the RADARunit 206) can be located near the front of the vehicle 200, to activelyscan the region in front of the car 200 for the presence ofradio-reflective objects. A RADAR scanner can be situated, for example,in a location suitable to illuminate a region including a forward-movingpath of the vehicle 200 without occlusion by other features of thevehicle 200. For example, a RADAR scanner can be situated to be embeddedand/or mounted in or near the front bumper, front headlights, cowl,and/or hood, etc. Furthermore, one or more additional RADAR scanningdevices can be located to actively scan the side and/or rear of thevehicle 200 for the presence of radio-reflective objects, such as byincluding such devices in or near the rear bumper, side panels, rockerpanels, and/or undercarriage, etc.

The wireless communication system 204 could be located on a roof of thevehicle 200 as depicted in FIG. 2. Alternatively, the wirelesscommunication system 204 could be located, fully or in part, elsewhere.The wireless communication system 204 may include wireless transmittersand receivers that could be configured to communicate with devicesexternal or internal to the vehicle 200. Specifically, the wirelesscommunication system 204 could include transceivers configured tocommunicate with other vehicles and/or computing devices, for instance,in a vehicular communication system or a roadway station. Examples ofsuch vehicular communication systems include dedicated short-rangecommunications (DSRC), radio frequency identification (RFID), and otherproposed communication standards directed towards intelligent transportsystems.

The camera 210 can be a photo-sensitive instrument, such as a stillcamera, a video camera, etc., that is configured to capture a pluralityof images of the environment of the vehicle 200. To this end, the camera210 can be configured to detect visible light, and can additionally oralternatively be configured to detect light from other portions of thespectrum, such as infrared or ultraviolet light. The camera 210 can be atwo-dimensional detector, and can optionally have a three-dimensionalspatial range of sensitivity. In some embodiments, the camera 210 caninclude, for example, a range detector configured to generate atwo-dimensional image indicating distance from the camera 210 to anumber of points in the environment. To this end, the camera 210 may useone or more range detecting techniques.

For example, the camera 210 can provide range information by using astructured light technique in which the vehicle 200 illuminates anobject in the environment with a predetermined light pattern, such as agrid or checkerboard pattern and uses the camera 210 to detect areflection of the predetermined light pattern from environmentalsurroundings. Based on distortions in the reflected light pattern, thevehicle 200 can determine the distance to the points on the object. Thepredetermined light pattern may comprise infrared light, or radiation atother suitable wavelengths for such measurements.

The camera 210 can be mounted inside a front windshield of the vehicle200. Specifically, the camera 210 can be situated to capture images froma forward-looking view with respect to the orientation of the vehicle200. Other mounting locations and viewing angles of camera 210 can alsobe used, either inside or outside the vehicle 200. Further, the camera210 can have associated optics operable to provide an adjustable fieldof view. Still further, the camera 210 can be mounted to vehicle 200with a movable mount to vary a pointing angle of the camera 210, such asvia a pan/tilt mechanism.

III. Example Communication System

In some cases, the sensor unit 202 described above in connection withFIG. 2 may include a variety of sensors, such as LIDAR, RADAR, otheroptical sensors, and/or other sensors. During the operation of thesensors, it may be desirable to communicate a large amount of databetween the sensor unit and various systems of the vehicle.

The sensor unit may include a rotatable set of sensors that isconfigured to rotate (e.g., 360°) about a vertical axis. Further, therotatable sensor device may include contactless electrical couplingsconfigured to transmit communications to, and receive communicationsfrom the rotatable sensor unit. For example, the communications may bedata sent to or received from the sensor unit.

FIG. 3 illustrates an example waveguide system 300 that forms thecontactless electrical coupling. Example waveguide system 300 includescircular waveguide sections as representative waveguide sections,although, as noted above, other types and shapes of waveguide sectionsare possible in other waveguide systems. In particular, the waveguidesystem 300 includes a first circular waveguide section 302A and a secondcircular waveguide section 302B. The first circular waveguide section302A and the second circular waveguide section 302B may be electricallycoupled by way of rotary joint 304. At the rotary joint 304, the firstcircular waveguide section 302A and the second circular waveguidesection 302B may be approximately aligned based on the center axis ofthe circular portion of the waveguide.

The waveguides that form system 300 may be constructed of a metallicmaterial, a non-metallic material that has been plated with a metallicsurface, a dielectric material, a combination of these materials, orother materials that may have electromagnetic properties to contain andallow the propagation of electromagnetic signals.

In various embodiments, the rotary joint 304 may take various forms. Asshown in the figures, the rotary joint 304 may be an air gap. Forexample, the first circular waveguide section 302A and the secondcircular waveguide section 302B may be separated by an air gap on theorder of 1-3 millimeter (mm) when the electromagnetic energy is between50 and 100 GHz. The air gap does not have to be between 1 mm and 3 mm.In some examples, the air gap may be bigger or smaller. In practice, oneportion of the present waveguide system may be mounted to the vehiclewhile the other portion is mounted to the sensor unit. When the sensorunit is mounted the vehicle, the two portions of the waveguide may bebrought proximate to each other, forming the air gap. During theoperation of the waveguide system, vibrations and the rotation of thesensor units may cause the spacing of the air gap and the alignment ofthe waveguide sections to change.

As previously discussed with respect to other examples, the rotary joint304 may include a physical connection between the first circularwaveguide section 302A and the second circular waveguide section 302B.The physical connection may be an abutment of the ends of the firstcircular waveguide section 302A and the second circular waveguidesection 302B. In some additional examples, the rotary joint 304 mayinclude other components as well. For example, the rotary joint 304 mayinclude some additional components, such as a bearing sleeve, slip ring,or similar structure, that help align the first circular waveguidesection 302A and the second circular waveguide section 302B whileallowing for rotation.

The first circular waveguide section 302A may be coupled to a pluralityof interface waveguides, shown as interface waveguide 306A and 306C. Thesecond circular waveguide section 302B may also be coupled to aplurality of interface waveguides, shown as interface waveguide 306B and306D.

Each interface waveguide may be coupled to a communication chip having achip antenna. For example, interface waveguide 306A is coupled tocommunication chip 308A by way of chip antenna 310A, interface waveguide306B is coupled to communication chip 308B by way of chip antenna 310B,interface waveguide 306C is coupled to communication chip 308C by way ofchip antenna 310C, and interface waveguide 306D is coupled tocommunication chip 308D by way of chip antenna 310D. In some examples, asingle communication chip may have multiple antenna and therefore asingle chip may be coupled to multiple interface waveguide (as shownwith respect to FIG. 6).

The first circular waveguide section 302A may include a septum 312A andthe second circular waveguide section 302B may include a septum 312B.Each septum may be aligned in a vertical manner on a plane defined by acenter of where the interface waveguides couple to the circularwaveguide. Essentially, the septums may form a wall in the circularwaveguide between the openings of the interface waveguides.

As so arranged, example waveguide system 300 may in some implementationsoperate such that communication chips 308A and 308C may communicate withcommunication chips 308D and 308D by way of the interface waveguides andcircular waveguide sections. For example, communication chip 308A maytransmit a signal via antenna 310A, and communication chip 308C maytransmit a signal via antenna 310C. The signal from chip 308A may becoupled into and propagate through interface waveguide 306A, and thesignal from chip 308C may be coupled into and propagate throughinterface waveguide 308C. Each of these interface waveguides may in turnefficiently couple the two signals into circular waveguide section 302A.

In line with the discussion above, septum 312A may cause each of the twosignals to have orthogonal modes, after which the two signals maypropagate down the length of the circular waveguide, past the rotaryjoint, to septum 312B. The two signals having orthogonal modes at thispoint may enable septum 312B to split the signals, and, in turn, coupleone to interface waveguide 306B, and couple the other to interfacewaveguide 306D. The signals may then propagate through the respectiveinterface waveguides to be coupled into the communication chips 308B and308D, which receives the signals via antennas 310B and 310D,respectively.

FIG. 4A illustrates an example microchip 402 having an antenna 404. Theantenna 404 may be used by the microchip 402 to communicate signals outof and into the microchip 402. Often, and especially at radiofrequencies, the interface to and from a microchip may be inefficientand or difficult to design. Therefore, to improve chip communications,microchips may include antennas that can communicate signals tocomponents external to the microchip.

In conventional systems, an external component may have an antenna thatreceives the signal output by the antenna of the microchip (or theexternal antenna can transmit a signal to be received by the antenna ofthe microchip). The present system uses a waveguide to directly harvestthe electromagnetic energy transmitted by the antenna of the microchip.By using a waveguide to harvest the energy, the system may be able tocommunicate signals from the microchip to other various components in anefficient manner.

FIG. 4B illustrates an example microchip 452 having two antennas 454Aand 454B. The example microchip 452 also includes a grounding portion456 locate between the two antennas 454A and 454B. Microchip 452 mayinclude two (or more) antennas, each of which functions in a similarmanner to the antennas of microchip 402. Each antenna of microchip 452may be coupled to a respective interface waveguide. In addition,microchip 452 may have a grounding portion 456. The grounding portion456 may be coupled to the waveguide structure disclosed herein. Bygrounding the grounding portion 456 to the waveguide structure, the twoantennas may be sufficiently isolated from each other. When the twoantennas are isolated from each other, each antenna might not receive(or recieve a small portion of) signals communicated to or from theother respective antenna.

FIG. 5 illustrates an example septum 504 of a waveguide 502. As shown,the septum may have a stepped pattern. The septum 504 may be constructedof a metallic material, a non-metallic material that has been platedwith a metallic surface, a dielectric material, a combination of thesematerials, or other materials that may have electromagnetic propertiesto alter electromagnetic signals. The stepped pattern may cause a signalthat begins propagation on one side of the septum to have an orthogonalmode to a signal that begins propagation on the other side of theseptum. Similarly, the stepped pattern may be able to splitelectromagnetic energy based on the modes contained in the energy. Thestepped pattern may cause a portion signal that has a first mode tocontinue propagation on one side of the septum and may cause a portionsignal that has a second mode to continue propagation on the other sideof the septum.

Through the use of the septum separating the propagation modes, twochips who are in communication with each other by way of the presentwaveguide structure may remain in communication irrespective of therotation of the waveguides. Therefore, signals sent by an antenna of onechip may be able to be received by the corresponding chip throughout theentire rotation. Although the present septum is shown having the steppedpattern, other shapes may be used as well. In some examples, or whereorthogonality is not desired, the septum may be omitted.

FIG. 6 illustrates another example waveguide system 600 that forms thecontactless electrical coupling. The waveguide system 600 includes afirst circular waveguide section 602A and a second circular waveguidesection 602B. The first circular waveguide section 602A and the secondcircular waveguide section 602B may be electrically coupled by way ofrotary joint 604.

The first circular waveguide section 602A may be coupled to a pluralityof interface waveguides, shown as interface waveguides 606A and 606C.The second circular waveguide section 602B may also be coupled to aplurality of interface waveguides, shown as interface waveguide 606B and606D.

Each interface waveguide may be coupled to a communication chip having achip antenna. For example, interface waveguide 606A is coupled tocommunication chip 608A by way of chip antenna 610A, interface waveguide606C is coupled to communication chip 608A by way of chip antenna 610C,interface waveguide 606B is coupled to communication chip 608B by way ofchip antenna 610B, and interface waveguide 606D is coupled tocommunication chip 608B by way of chip antenna 610D. The first circularwaveguide section 602A may include a septum 612A and the second circularwaveguide section 602B may include a septum 612B.

As so arranged, example waveguide system 600 may operate similarly toexample waveguide system 300 described above (e.g., signals maypropagate through the system and be caused to have orthogonal modes),except with a single communication chip 608A (such as microchip 452 ofFIG. 4B) transmitting the initial signals via antennas 610A and 610C anda single communication chip 608B receiving the split signals viaantennas 610B and 610D.

Additionally, more chips and antennas may be included as well. Eachantenna may be coupled to its own respective interface waveguide. Insome examples, there may be four antennas, and four interface waveguideson each side of the waveguide system. Other possible examples arepossible as well.

Many variations on the above-described implementations are possible aswell, each advantageously and reliably providing communications betweenthe vehicle and at least one sensor. In one implementation, forinstance, either the vehicle side or the sensor side might not include aset of receiving chips. For example, the vehicle may include a set ofchips configured to transmit signals through a waveguide system similarto that described herein for direct receipt by a radar unit (e.g., RADARunit 126 of FIG. 1). As a result, the radar unit may receive signalswith less signal loss and/or other changes than if a receiving chip hadreceived the signals and coupled them to the radar unit.

In another implementation, a first and second waveguide section maycouple to each other by a means other than a rotary joint. For example,the two waveguide sections may be coupled directly, thereby forming asingular waveguide section into and out of which signals may be coupledto and from interface waveguides. In particular, the singular waveguidemay be machined from a single piece of material, or may be formed bycoupling (e.g., soldering) two separate waveguide sections.

In some further examples, there may be no rotation at all, that is thetwo waveguides may be fixed with respect to each other. Further, the twowaveguides may be a single waveguide in these examples.

FIG. 7 illustrates an example method. At block 702, the method includescoupling an electromagnetic signal into a first interface waveguide. Thefirst interface waveguide may be configured to be able to receive asignal that is transmitted by an antenna that is located in an antennaof a microchip. The first interface waveguide may be designed in a wayto attempt to maximize the amount of energy that is transmitted byantenna that couples into the waveguide. The signal may couple into afirst end of the first interface waveguide.

At block 704, the method includes inducing a propagation mode in awaveguide. The first interface waveguide may be coupled at a second endto a waveguide. The first interface waveguide may cause the signalreceived from the microchip to start propagating in the waveguide. Thewaveguide may also have a septum that is configured to cause the signalto propagate down the waveguide by having an associated propagationmode. In some examples, where there are more than one interfacewaveguides on each end, the septum may combine signals from eachinterface waveguide with each signal having a corresponding propagationmode.

For example, a signal from an interface waveguide may have a first modeinduced by the septum and a signal from another interface waveguide mayhave a second mode induced by the septum. Because the modes may beorthogonal to each other, the original signals may be retrieved (at alater block) based on the septum dividing the signal based on modes.

At block 706, the method includes coupling the propagation mode across arotary joint. In some examples the rotary joint may include an air gap.In other examples, the rotary joint may include a physical connection ofthe waveguides. At block 706, the signal propagating down a firstsection of a waveguide may cross the rotary joint and propagate down asecond section of the waveguide. The rotary joint may allow the firstsection of the waveguide to rotate around a common axis with respect tothe second section of the waveguide. The axis of rotation might not beperfectly in common, but may be close.

At block 708 the method includes coupling the propagation mode into asecond interface waveguide. The second waveguide section may include aseptum that is configured to direct a portion of the signal having aspecified mode to a second interface waveguide. In some examples, wherethere are more than one interface waveguides on each end, the septum maysplit a first mode to one interface waveguide and a second mode toanother interface waveguide. As previously stated, because the modes maybe orthogonal to each other, the original signals may be retrieved basedon the septum dividing the signal based on modes.

At block 710, the method includes coupling an electromagnetic signal outof a second interface waveguide. The second interface waveguide may bedesigned to maximize a percentage of the signal that radiates from theinterface waveguide to be received by an antenna of a microchip.

Therefore, method 700 enables two microchips to be in radio frequencywith each other even while one of the two microchips is mounted on arotating platform. In some examples, signals might not originate or endat microchips. Other structures may be used to launch or receive signalsfrom the interface waveguides. For example, a radar signal generator andreceiver may be coupled to one interface waveguide. On the other end maybe a radar antenna. By way of the present system, the radar antenna maybe on a rotating platform while maintaining communication with the radarsignal generator and receiver.

In some other examples, there may be multiple interface waveguides oneach end of the waveguides. In these examples, due to creatingorthogonal signals, multiple signals may be communicated through therotary joint and recovered separately after the rotary joint.

While various example aspects and example embodiments have beendisclosed herein, other aspects and embodiments will be apparent tothose skilled in the art. The various example aspects and exampleembodiments disclosed herein are for purposes of illustration and arenot intended to be limiting, with the true scope and spirit beingindicated by the following claims.

What is claimed is:
 1. A communication system comprising: a rotaryjoint; a first set of one or more communication chips including a firstantenna and a second antenna; a first electrical coupling comprising: afirst plurality of interface waveguides including (i) a first interfacewaveguide configured to couple first electromagnetic signals to and fromthe first antenna and (ii) a second interface waveguide configured tocouple second electromagnetic signals to and from the second antenna, afirst waveguide section including: a first distal end bordering therotary joint, a first proximal end to which the first plurality ofinterface waveguides are coupled, and a first septum configured to (i)facilitate propagation of the first and second electromagnetic signalsbetween the rotary joint and the first plurality of interfacewaveguides, (ii) couple the first electromagnetic signals into the firstinterface waveguide such that the first electromagnetic signals arecoupled having a first mode, and (iii) couple the second electromagneticsignals into the second interface waveguide such that the secondelectromagnetic signals are coupled having a second mode, wherein asecond mode is orthogonal to the first mode; a second set of one or morecommunication chips including a third antenna and a fourth antenna; anda second electrical coupling comprising: a second plurality of interfacewaveguides including (i) a third interface waveguide configured tocouple third electromagnetic signals to and from the third antenna and(ii) a fourth interface waveguide configured to couple fourthelectromagnetic signals to and from the fourth antenna, a secondwaveguide section including: a second distal end bordering the rotaryjoint, a second proximal end to which the second plurality of interfacewaveguides are coupled, and a second septum configured to (i) facilitatepropagation of the third and fourth electromagnetic signals between therotary joint and the second plurality of interface waveguides, (ii)couple the third electromagnetic signals into the third interfacewaveguide such that the third electromagnetic signals are coupled havingthe first mode, and (iii) couple the fourth electromagnetic signals intothe fourth interface waveguide such that the fourth electromagneticsignals are coupled having the second mode; wherein the rotary joint isconfigured to allow the first electrical coupling to rotate with respectto the second electrical coupling, wherein each electrical coupling hasa respective axis of rotation, and wherein the rotary joint allows thefirst, second, third, and fourth electromagnetic signals to propagatebetween the first waveguide section and the second waveguide section. 2.The communication system of claim 1, wherein the first set of one ormore communication chips is coupled to a sensor unit attached to avehicle, wherein the second set of one or more communication chips iscoupled to the vehicle at a location different from the sensor unit, andwherein the communication system enables two-way communication betweenthe vehicle and the sensor unit.
 3. The communication system of claim 2,wherein the first set of one or more communication chips are part of alight detection and ranging (LIDAR) sensor included in the sensor unit.4. The communication system of claim 1, wherein one or more of (i) thefirst set of one or more communication chips or (ii) the second set ofone or more communication chips, includes a single communication chip.5. The communication system of claim 1, wherein one or more of (i) thefirst set of one or more communication chips or (ii) the second set ofone or more communication chips, includes two communication chips. 6.The communication system of claim 1, wherein the first waveguide sectionand the second waveguide section are each selected from the groupconsisting of: a circular waveguide section and a rectangular waveguidesection.
 7. The communication system of claim 1, wherein the first,second, third, and fourth electromagnetic signals each have a frequencybetween 50 and 100 Gigahertz.
 8. A vehicle comprising: a sensor unitcomprising a first set of one or more communication chips including afirst antenna and a second antenna; a second set of one or morecommunication chips disposed at a location different from the sensorunit, including a third antenna and a fourth antenna, wherein the firstset of one or more communication chips and the second set of one or morecommunication chips are configured to engage in two-way communicationwith each other; a rotary joint; a first electrical coupling comprising:a first plurality of interface waveguides including (i) a firstinterface waveguide configured to couple first electromagnetic signalsto and from the first antenna and (ii) a second interface waveguideconfigured to couple second electromagnetic signals to and from thesecond antenna, a first waveguide section including: a first distal endbordering the rotary joint, a first proximal end to which the firstplurality of interface waveguides are coupled, and a first septumconfigured to (i) facilitate propagation of the first and secondelectromagnetic signals between the rotary joint and the first pluralityof interface waveguides, (ii) couple the first electromagnetic signalsinto the first interface waveguide such that the first electromagneticsignals are coupled having a first mode, and (iii) couple the secondelectromagnetic signals into the second interface waveguide such thatthe second electromagnetic signals are coupled having a second mode,wherein a second mode is orthogonal to the first mode; a secondelectrical coupling, comprising: a second plurality of interfacewaveguides including (i) a third interface waveguide configured tocouple third electromagnetic signals to and from the third antenna and(ii) a fourth interface waveguide configured to couple fourthelectromagnetic signals to and from the fourth antenna, a secondwaveguide section including: a second distal end bordering the rotaryjoint, a second proximal end to which the second plurality of interfacewaveguides are coupled, and a second septum configured to (i) facilitatepropagation of the third and fourth electromagnetic signals between therotary joint and the second plurality of interface waveguides, (ii)couple the third electromagnetic signals into the third interfacewaveguide such that the third electromagnetic signals are coupled havingthe first mode, and (iii) couple the fourth electromagnetic signals intothe fourth interface waveguide such that the fourth electromagneticsignals are coupled having the second mode; wherein the rotary joint isconfigured to allow the first electrical coupling to rotate with respectto the second electrical coupling, wherein each electrical coupling hasa respective axis of rotation, and wherein the rotary joint allows thefirst, second, third, and fourth electromagnetic signals to propagatebetween the first waveguide section and the second waveguide section. 9.The vehicle of claim 8, wherein one or more of (i) the first set of oneor more communication chips or (ii) the second set of one or morecommunication chips, includes two communication chips.
 10. The vehicleof claim 8, wherein the first set of one or more communication chips arepart of a light detection and ranging (LIDAR) sensor included in thesensor unit.
 11. The vehicle of claim 8, wherein one or more of (i) thefirst set of one or more communication chips or (ii) the second set ofone or more communication chips, includes a single communication chip.12. A method comprising: transmitting, by a first antenna of a first setof one or more communication chips, into a first interface waveguide ofa first plurality of waveguides of a first electrical coupling, firstelectromagnetic signals; transmitting, by a second antenna of the firstset of one or more communication chips, into a second interfacewaveguide of the first plurality of waveguides of the first electricalcoupling, second electromagnetic signals; coupling, by the firstplurality of waveguides, the first and second electromagnetic signalsinto a first waveguide section, wherein the first waveguide sectionincludes a first distal end bordering a rotary joint, a first proximalend to which the first plurality of interface waveguides are coupled,and a first septum; facilitating, by the first septum, propagation ofthe first and second electromagnetic signals from the first plurality ofinterface waveguides to the rotary joint; coupling the first and secondelectromagnetic signals from the first waveguide section to a secondwaveguide section by way of the rotary joint, wherein the secondwaveguide section is part of a second electrical coupling and includes asecond distal end bordering the rotary joint, a second proximal end towhich a second plurality of interface waveguides are coupled, and asecond septum; facilitating, by the second septum, to the secondplurality of interface waveguides, propagation of the first and secondelectromagnetic signals received from the first waveguide section,wherein propagating the first and second electromagnetic signals to thesecond plurality of interface waveguides comprises (i) coupling a firstsubset of the first and second electromagnetic signals into a thirdinterface waveguide of the second plurality of interface waveguides suchthat the first subset of the first and second electromagnetic signals iscoupled having a first mode and (ii) coupling a second subset of thefirst and second electromagnetic signals into a fourth interfacewaveguide of the second plurality of interface waveguides such that thesecond subset of the first and second electromagnetic signals is coupledhaving a second mode that is orthogonal to the first mode; coupling, bythe second plurality of waveguides, the first and second subsets of thefirst and second electromagnetic signals to a third antenna of a secondset of one or more communication chips and a fourth antenna of thesecond set of one or more communication chips; receiving, by the thirdantenna, from the third interface waveguide, the first subset of thefirst and second electromagnetic signals; and receiving, by the fourthantenna, from the fourth interface waveguide, the second subset of thefirst and second electromagnetic signals, wherein the rotary joint isconfigured to allow the first electrical coupling to rotate with respectto the second electrical coupling, wherein each electrical coupling hasa respective axis of rotation.
 13. The method of claim 12, wherein oneor more of (i) the first set of one or more communication chips or (ii)the second set of one or more communication chips, includes a singlecommunication chip.
 14. The method of claim 12, wherein one or more of(i) the first set of one or more communication chips or (ii) the secondset of one or more communication chips, includes two communicationchips.
 15. The method of claim 12, wherein communication between thefirst set of one or more communication chips and the second set of oneor more communication chips is two-way communication such that thesecond set of one or more communication chips is configured to transmitelectromagnetic signals for receipt by the first set of one or morecommunication chips via the first and second electrical couplings andthe rotary joint.
 16. The method of claim 12, wherein the first set ofone or more communication chips is coupled to a sensor unit attached toa vehicle, wherein the second set of one or more communication chips iscoupled to the vehicle at a location different from the sensor unit, andwherein the communication system enables two-way communication betweenthe vehicle and the sensor unit.
 17. The method of claim 16, wherein thefirst set of one or more communication chips are part of a lightdetection and ranging (LIDAR) sensor included in the sensor unit. 18.The method of claim 12, wherein the first and second electromagneticsignals each have a frequency between 50 and 100 Gigahertz.